Electric governor for automobiles



Aug. 25, 1931. H. D. mwn pm 1,820,272

ELECTRIC GOVERNOR FOR AUTOMOBILES Filed Aug. 2, 1929 INVENTOR ATTORNEY$Patented Aug. 25, 1931 PATENT; OFFICE HAROLD 'n. GUMPPEB, Damon,MICHIGAN ELECTRIC GOVERNOR FOR AUTOMOBILES Application. filed August 2,1929. Serial No. 383,105.

The present invention pertains to a novel electric governor forautomobiles, and the principal object is to provide a system of thischaracter wherein mechanism depending on the speed of the motor in turncontrols the fuel intake to the motor. In this respect, the

governor mechanism functions as a constant speed device, but theinvention further provides means whereby such constant speed may bevaried from time to time. In other words, the device may be set for agiven speed which will be maintained until the setting is altered.

The invention comprises essentially a generator driven by the motor andenergizing a solenoid which acts on a valve in the fuel intake pipe. Therelation among these parts is such that when the motor and generatorslow down, as in ascending a hill, the valve in the intake pi e isopened wider to speed up the motor. onversely, a tendency of the motorto exceed the predetermined speed results in closing of the fuel valveand the consequent slowing down of the motor and generator.Theregulating mechanism for determining the particular constant speeddesired consists in a winding opposed to the solenoid and embodied in aseparate circuit supplied from another source of current, such as abattery. In this winding circuit is a variable resistance whichdetermines the amount of current supplied to the winding. The adjustmentof this resistance determines the resultant effect of the generatorspeed on the solenoid and fuel valve.

The invention is fullydisclosed by way of example in the followingdescription and in the accompanying drawings, in which Fig. 1 is a sideelevation ofan automobile motor equipped according to the invention;

Fig. 2 is a wiring diagram of the system; and

Fig. 3 is a detail section of a modified construction.

Reference to these views will now be had by use of like characters whichare employed to designate correponding parts throughout.

In Fig. 1 is illustrated an automobile motor 1 having the usual fuelintake pipe 2 and crank shaft 3. On the motor is suitably mounted agenerator 4 geared to the crank shaft, as indicated diagrammatically bythe numeral 5.

Adjacent the pipe 2 is a solenoid 6 having its ends connected to theterminals of the generator by conductors 7 and 8. The conductor 8,however, carries a pair of spaced contact members 9 which constitute abreak in the generator-solenoid circuit unless bridged. Within thesolenoid 6 is a core 10 which is normally drawn against the direction ofattraction by means of a spring 11 connecting the core to a fixed member12. At a point in line with the axis of the solenoid, the pipe 2 isprovided internally with a valve 13 of the butterfly type. The axis orshaft 14 of the valve is equipped with an arm 15 which in turn is linkedas at 16 to the core 10.

With the contacts brid ed by means which will presently be descri ed, anincrease of speed of the fly wheel and generator causes the core 10 tobe drawn into the solenoid 6, resultin in a closing movement of thevalve 13 where y the motor tends to slow down. Conversely, as the motorand generator tend to' slow down by increased load, the attraction onthe core 10 diminishes and the latter is withdrawn by the spring 11,whereupon the valve 13 is openedwider to increase the speed of themotor. Thus,the apparatus thus far described operates as a constantspeed device. The pipe 2 is further equipped with the usual throttle 17at a point behind the valve 13. An arm 18 attached to the valve islinked, as at 19, to an accelerator pedal 20 on the floor board 21, inthe usual manner. A latch 22 is pivoted to the floor board and isadapted to hold the pedal 20 in its depressed position in order tomaintain the valve 17 open, so that the fuel supply may be controlledexclusively by the valve 13.

The apparatus for maintaining a given desired constant speed includes awinding 23 preferably within and opposite to the solenoid 6. The ends ofthis winding are .joined by conductors 24 and 25 to a battery 26 orother source of current supply. The conductor 24, however, is broken bya resistance 27 and a contact 28 adjacent to and spaced from each other.These parts are located near to the contacts 9, as shown more clearly inFig. 2, and in a housing 29 at the lower end of the steering post 30, asshown in Fig. 1. A shaft 31 passes through the post and is equipped atone end with an op- 5 crating handle 32 while at the other end are twoconducting arms 33 and 34. The former is adapted to bridge the contacts9 and the latter to connect the resistance 27 to the contact 28. Byadjustment of the handle 32,

0 the amount of resistance operative in the battery-winding circuit maybe varied. The winding sets up an opposition to the magnetic action ofthe solenoid 6, and inasmuch as the current passing through the windingmay be varied, the resultant effect of the solenoid 6 is likewisevaried. It will now be apparent that the constant speed which the motortends to maintain is dependenton the adjustment of the variableresistance. The arms 33 and 34 are so related to the parts which theyengage that, when turned to the oii' position indicated in Fig. 2, theya re disengaged from the members 9, 27 and 28 and thus open bothcircuits. Thus, the governing mechanism may be withdrawn from servicewhenever desired.

In Fig. 3 is illustrated a modified construction for maintaining thesolenoid and winding at a substantially constant temperature, so thatthe action thereof will not vary with changes of temperature in themotor and associated parts. iVith this object in View, the fuel intakepipe 2 is surrounded by an insulating spool 35 on which is first woundthe solenoid 6 and then the opposed winding 23'. The core 10 of thesolenoid slides within the pipe 2 and is linked, as at 16 to theauxiliary valve 13 substantially in the manner already described, withreference to Figs. 1 and 2. The constant flow of fuel through the pipe 2has a cooling effect on the solenoid and winding, maintaining them at aconstant temperature, so that variations due to temperature changes areavoided.

Although specific embodiments of the invention have been illustrated anddescribed, it will be understood that various alterations in the detailsof construction may be made without departing from the scope of the invention as indicated by the appended claims.

What I claim is 1. In combination with a gasoline motor having a fuelintake pipe, a governor comprising agenerator geared to said motor, asolenoid connected to said generator, 9. core in said solenoid, a valvein said pipe and connected to said core, a winding opposed to saidsolenoid, means for supplying current to said winding concurrently withthe connection of said solenoid to said generator, and a variableresistance connected between said means and said winding.

2. In combination with a gasoline motor having a fuel intake pipe, agovernor com- 6 prising a generator geared to said motor, a

solenoid connected to said generator, 9. core in said solenoid, a valvein said pipe and connected to said core, a winding opposed to saidsolenoid, means for supplyin current to said winding concurrently withthe connection of said solenoid to said generator, said solenoid andwindin being wound around said pipe, and a varia le resistance connectedbetween said winding and said means.

3. In combination with a gasoline motor having a fuel intake pipe, agovernor comprising a generator geared to said motor, a solenoidconnected to said generator, a core in said solenoid, a valve in saidpipe and connected to said core, a winding opposed to said solenoid,means for supplying current to said winding concurrently with theconnection of said solenoid to said generator, and a common switch forbreaking said solenoidgenerator circuit and the winding circuit. 4. Incombination with a gasoline motor having a fuel intake pipe, a governorcomprising a generator geared to said motor, a solenoid connected tosaid generator, 8. core in said solenoid, a valve in said pipe andconnected to said core, a windin opposed to said solenoid, means forsupplying current to said winding concurrently wlth the connection ofsaid solenoid to said generator, a variable resistance connected betweensaid means and said winding, and a common switch for operating saidresistance and breaking said solenoid-generator circuit.

In testimony whereof I aflix my signature.

HAROLD D. GUMPPER.

